FI96406B - Device for loading the cargo space, in particular, an aircraft with cargo - Google Patents

Abstract

A device for loading a cargo hold (3) in a fuselage (1) of an aircraft with packages is proposed which permits a carpet-like transport surface (18) to be used for transporting the cargo into the depth of the cargo hold (3) and out of it again by means of a motor drive. A sliding plate (143) is supported suspended at a distance over the floor-side support structure (145) of the cargo hold (3) laterally by means of springs (148) in such a way that the gap from the floor- side support structure (145) is maintained even when there is a maximum nominal load on the floor (14) of the cargo hold (3). In this way, it is ensured that frictional forces occur when there is movement of the transport surface (18) merely between its underside and the low-friction surface of the sliding plate (143), whilst longitudinal sections of the transport element (18) guided back on the underside can be moved completely free of force in the gap. Overloading of the sliding plate (143) or of its support by means of centrifugal forces which may occur during flight can be ruled out in that, with the closing of the gap, the sliding plate (143) comes to rest against supporting bearings of the floor-side support structure (145). A restraining structure for the lateral upper edges of the transport surface (18) constructed with a trough-shaped cross-section prevents the formation of folds. <IMAGE>

Description

96406

Device, in particular for loading the cargo space of an aircraft with general cargo

The invention relates in particular to a device for loading the cargo space of an aircraft with general cargo according to the preamble of claim 1.

For example, the luggage stacks of smaller aircraft are often arranged at a low height in the lower part of the fuselage and are relatively long in the longitudinal direction of the fuselage. When it is necessary to stow piece goods there, such as air passengers' luggage, the first pieces must be placed deep in the cargo area in the area of its rear wall, after which the cargo area can be filled by advancing from the rear wall into the area of the filling opening. This is cumbersome and time consuming.

In order to facilitate the filling and unloading of the hold of such an aircraft, it is known from SPEEDNEWS, 1 June 1984, to form a device according to the preamble of claim 1.

The conveying member shown therein consists of three separate elements that are angularly relative to each other: to fit the curvature of the bottom of the cargo space.

The first transport element is arranged as a main element in the middle and horizontally and consists of two tensile belts which can be wound at the rear end of the cargo space. . le, and a carpeted transport base which is connected in the forward direction to the belts and can be wound on a front roller or roll in the direction of flight in front of the filling opening. A loading back wall is provided at the junction of both belts and the carpeted transport base, which can be moved backwards from the station 96406 2 adjacent to the filling opening during filling, and the mat carriage extends the entire length of the cargo space.

The second conveying element is a mat-shaped conveyor which is guided like a continuous belt through a front and rear reversing roller or roller, the rear reversing roller being arranged at the height of the belt rewinding rollers and the front reversing roller arranged at the height of the front conveying roller of the middle conveying element. The second transport element is arranged on the side of the cargo space opposite the filling opening.

The third conveying element is likewise a mat-shaped conveyor which, like a continuous belt, is guided around a rear pivot roller to the height of the belt winding rollers and around a front pivot roller, which is, however, arranged in the direction of flight near the rear edge. Thus, the third transport element is shorter than the first and second transport elements and leaves the filling opening open in its longitudinal direction. The pivot rollers of the third conveying element are respectively arranged inclined with respect to the horizontal, so that the horizontal first conveying element together with both the second and third conveying elements on the side forms a trough whose outline is polygon-shaped almost curved to the bottom of the airframe.

The motor drive of the device is not seen in this literature reference essentially only from a drawing representation. However, it is shown that the operation is motor-driven. Due to the structural conditions, this can only meaningfully engage and move the loading back wall, as a result of which the loading back wall moves the 3 96406 middle horizontal transport element back and forth so that during loading, the straps The las back wall also tensions the transport bases of both side transport elements and is apparently attached to them, so that transport elements formed like a continuous belt of side transport elements are also conveyed through such a drive. However, this known device makes it possible to lower all the luggage or the like into the area of the filling opening without having to step into the parts of the load compartment behind this opening, and also to completely fill the load compartment and then unload it accordingly. However, the known device has several significant disadvantages.

Thus, when three separate and independently mounted transport platforms are used, not only is the gap between the transport elements detrimental to the load, but also, in particular, the practical implementation of the operation is difficult. Thus, no anchor can be found in the literature reference to a structurally concrete form of use. In this case, it must be borne in mind that the weight of the load is very considerable and the transport platform on which the heavy load is placed must be pulled by overcoming the bottom. and the friction on the side, for which quite considerable forces are required. In the event that these forces are conducted through the loading back wall, this must therefore withstand very considerable forces and thus be structurally formed and controlled in a special way, for which no structural solution is available. In addition, the operating elements arranged in the area of the loading rear wall are disturbing in the cargo space.

Although the heaviest load affects the horizontal central part of the conveyor formed on the horizontal conveyor of the first conveying element, the belt-like conveyors on the rotating side 96406 4 are still subject to very considerable mass forces due to the load. While the transport platform of the first, center transport element can slide immediately at the bottom of the cargo space so that acceptable Liu death conditions can be maintained, both parts of the continuous belts on the side overlap and move opposite each other during loading and unloading. This results in very significant frictional forces between the parts of the textile pallet, which in turn require higher driving forces and cause rapid wear or breakage of the side pallets.

Due to the inclination of the side conveyors, they are still subjected to lateral forces acting on the middle part under the effect of the weight of the load, which tend to pull the side conveyors inwards. Due to the resulting fold formation, friction peaks occur in poor sliding conditions, which further significantly accelerate the wear and breakage of the side transport platforms.

However, the most significant drawback is probably that the driving forces generated from the drive to move the transport member have to be received in some way on the fuselage. Thus, poorly controlled forces are applied to the airframe, causing load peaks in the load-bearing structures that are not controllable, and thus a risk of overload. This danger exists not only during loading and unloading on the ground, but also during flight, especially when the cargo space is only partially filled and the loading back wall is there. therefore in the middle position to prevent essential continuity movements of the cargo. Thus, when, possibly correcting for a fast landing flight or an emergency landing where 1.5 times the unladen weight continuity forces may occur, the load presses against the loading rear wall, the movement of the loading rear wall under these considerable forces must be received by the actuator and its t1. 111! I! 1 »| 96406 5 with the holding force of the support, which strains the airframe in the same way as when the loading rear wall moves when the airplane is at a standstill when the cargo space is already correspondingly partially filled.

In any case, it is difficult and dangerous to absorb very high propulsion forces on the airframe, especially due to unfavorable friction conditions, as this is a demanding lightweight structure that is already subject to significant stresses damage. Also in other vehicles, such as ships or tracked vehicles, conducting extra high stress peaks in the load-bearing structure may be less dangerous, but in any case it is very undesirable.

Thus, it is an object of the present invention to provide a device of the type set out in the preamble of claim 1, in which the amount of driving forces required is limited and at the same time their introduction into the load-bearing structure of an aircraft or the like is at least reduced, if not completely eliminated.

The solution to this object takes place with the characteristic features of claim 1.

Due to the fact that the motor drive of the transport member is arranged in the area of the rear end of the cargo space, it does not interfere with the useful space of the cargo space and enables the structural operation of the driving forces; simple guidance to tensile resilient tensile elements, such as belts, by means of rollers or rollers therein. The loading rear wall itself does not have to be connected to the towing device. Due to the fact that only turning in the area of the filling opening takes place in the turning rollers arranged in the guide profile between the upper part of the drive platform and the lower part of the 96406 6, the use of rear rollers can be used for both loading and unloading. The fact that the steering profile is in turn supported by a sliding plate against the rear drive not only avoids the direct overlapping of the upper and lower parts of the transport platform under load and ensures smooth sliding of the load-loaded pallet: but also, in particular, the load-bearing capacity of the load-bearing in both directions of operation, the driving forces are supported on the front control profile and returned to the drive via a sliding plate. The entire loading device - despite its principal position-securing attachment to the load-bearing structure of the load compartment - thus operates in a certain self-sufficient manner, because the forces generated by the drive are again received at least partially, if necessary completely, in the loading device and not directed to the outer structure. Thus, the load-bearing structure of the cargo space is free of all load peaks. Since the tensile resilient traction elements, possibly in the form of belts, are arranged over the entire width of the load compartment base and can also be pivoted on the pivot rollers of the parts arranged between the belts are protected by tensile-loaded tensile elements, such as belts, so that excessive tensile stresses are not applied to them. Belts or the like can be handled during winding, turning, etc. like separate belts without being disturbed by the material between the belts. The rear rollers on which the straps are wound or turned can be structurally freely formed, since they always have to handle only the straps without any intervening textile material, since the carrier cannot enter between the straps or the like in any position of use in the area of the rear rollers.

7 96406

The number of belts is determined by the traction forces that can be transmitted, which can be quite considerable when it is necessary to transport, for example, a load of 600 kg per running meter of the cargo space. The arrangement of the belts is therefore, in principle, first evenly distributed over the width of the conveyor so that the textile material between the belts is not overloaded when pulling the piece goods between the belts. The straps are suitably made of an inelastic textile material such as Kevlar. Kevlar is a registered trademark of Du Pont and consists of aramid fibers [poly (1,4-phenylene terephthalamide)] with very high modulus of elasticity, high strength and flexibility. The inelastic structure of the belts avoids the considerable elongation above when the goods are transported under tensile loading, which could then lead to jerky movement of the goods when moving abruptly from the grip friction to the sliding friction between the transport platform and the sliding plate. Rather, the inelastic structure converts virtually every drive movement into a corresponding movement of the transport platform and the piece goods on it.

The belts are wound from their front ends on the one hand and from the rear ends on their own rolls in each case, so that each end of the belt can be detached from the associated roll without any problems and thus the conveying member can be disassembled and reassembled. However, the use of virtually inelastic belts under one load with one winding and unloading reel in each case raises the problem that the winding and unloading rollers operate synchronously due to different roller diameters, different belt lengths thus require cumbersome compensatory measures.

It is already known from US-A-3,876,089 to turn the drive elements of the conveyor in the transport base of the vehicle in the region of the discharge opening 8 • Vtsm and to arrange at the opposite end a drive device for the turning rollers there. It is a bulk unloading device for a truck trailer, the conveyor of which · forms a transport base with opposing or flattened overlapping rigid baseboards, a pallet base and throws the bulk over the rear turning area.

Therefore, according to claim 2, it is advantageous to form the belts in any case into functionally continuous belts which are turned through rollers at the end opposite the filling opening of the cargo space. In such a case, there is no problem with the length changes of the rolls to be wound and unwound. In this case, compensatory measures can be dispensed with and it is sufficient to use, if necessary, a spring element, such as a spring roller, which has a short elastic travel to ensure the desired minimum tension. In this case, however, care must be taken to ensure that the use of the belts in the rolls is possible with minimal abrasion, preferably without any omission, so that the roll and the belt should have gripping members which hold the shape according to claim 3. For this purpose, the roller can be formed in the form of a spike roll with protrusions which engage the respective gripping recesses of the belt, or the belt can optionally be formed at least in the area in contact with the roller into a toothed belt or the like, the roller can be formed as a gear. As will be seen, the traction element would then not have to be formed as a belt in a narrower sense, but could also be formed, for example, chain-like or the like, but should nevertheless consist of • plastic in order to save weight.

Very preferably according to claim 4, a loading back wall is arranged on the belts in the region of the rear end of the transport base, which is moved back and forth with the transport base. In this way, the currently used stowage space • · 9 'MM lilt I I I lii 96406 9 receives the defined restraint member and the luggage or the like in the rear area of the stowage space can be neatly supported against the loading rear wall. When unloading, the loading back wall ensures the safe carrying of all transport goods. However, a loading back wall is not necessary for use.

According to claim 5, the cumbersome support structure of the vertical loading back wall and the application of additional forces to the belts can be avoided by securing the loading back wall against tipping movements by lateral projections such as arms or walls or form a support on the bottom side against a rearward fall. The purpose of the straps is then solely to accommodate the loading back wall, while its vertical position is guaranteed immediately by means of guide rails in the side walls of the load compartment and / or by means of a support on the bottom side.

In the middle of loading or unloading, the front part and the rear part of the transport platform, when viewed in the filling direction, are covered by a mutual cover behind the guide profile. In order to avoid relatively opposite movement of the textile material, possibly at very high pressure and instead to produce favorable sliding properties, according to claim 4, the sliding plate associated with the rear edge of the guide profile extends at least approximately half the depth of the load compartment, i.e. the part of the pallet facing each other. A sheet or the like would be suitable as the material of the sliding plate, but in order to save weight and optimize the sliding properties, the surface of the sliding plate is preferably a slippery plastic such as carbon tetrafluoride (Teflon), the sliding plate may consist of a compression-resistant material such as carbon fibers. The back of the sliding plate is supported either immediately or via suitable compression supports.

96406 10

In order to transfer the compressive forces between the guide profile and the drive, the sliding plate according to claim 7 preferably rests immediately on the side opposite the pivot edge of the guide profile. Thus, additional pressing members between the rear edge of the guide profile and the front edge of the sliding plate can be omitted and this can be substantially seamlessly joined to the guide profile or, accordingly, it can also be formed integrally therewith.

In order to provide a support function, the sliding plate can extend to the entire depth of the cargo space and can be supported, for example, in the rear gearbox, without the need for a side fastening of the sliding plate. Very particularly preferably, however, the sliding plate is fastened according to claim 8 to the aircraft-side profile rails in the side walls of the cargo space, and can thus perform its support function even when it does not extend to the entire depth of the cargo space or otherwise rest on its rear side. However, when the sliding plate is fastened in this way, especially when the sliding plate extends over the entire depth of the load compartment, the highly advantageous possibility that the sliding plate according to claim 9 is suspended on the load side bottom support structure and forms its bottom side closure. Thus, in the area of the cargo space, the bottom side coating provided by the manufacturer is no longer required per se and can be omitted to save weight, so that it has been replaced by a sliding plate. Only the aircraft-side support structure at the conventional bottom of the cargo space remains at least partially in place and acts to support the sliding plate in the event that it continues to bulge due to weight load, especially in-flight gravity, and needs ♦ support for strong bulging.

According to claim 10, the lateral fastening of the sliding plate can very advantageously take place by means of springs, the spring constant of which is selected so that when the maximum nominal load of 1X 96406 occurs on the transport platform, no sliding plate descends to the bottom load-bearing support structure. This ensures that during loading and unloading it is possible to control the transport platform completely unobstructed also on the underside of the sliding plate, but in extreme loads in flight, when the springs and not primarily the sliding plate deform accordingly, support can take place with a support structure. To this end, according to claim 11, support rails are preferably provided in the longitudinal direction in the central bottom area of the load compartment, which, when the slide slides, form too strongly defined supports for the slide and thus neatly support it without introducing undesired forces.

In particular, when the sliding plate thus assumes the function of a bottom-side closure of the cargo space, the sliding plate is preferably formed according to claim 12 as a mixed-light structure as a bending-rigid cell or layer structure. It can be attached to the profile rails in the same way as the guide profile.

When the sliding plate is formed as such as a structure passing along the length of the cargo space, the mechanical retaining structure of the side edges of the transport base is preferably arranged according to claim 13 on the upper side of the sliding plate and fastened therewith against aircraft-side profile rails. If necessary, a corresponding retaining structure can also be arranged on the underside of the sliding plate, however, the essential forces causing the lateral contraction of the transport platform only affect its upper side. According to claim 14, the mechanical retaining structure is preferably formed as a retaining rail with a gripping edge which grips over the protruding retaining elements arranged on the upper side of the transport base, preferably with a clearance. For example, plastic buttons or the like can be attached to the upper edge region of the pallet as retaining elements, which can be moved in an unloaded state at a distance from the retaining edge in the longitudinal direction, but are In this way, minimal friction is achieved in normal operation and yet a secure attachment to the side edge of the transport platform. When the structure of the guide profile is curved and especially flat, which profile cannot have any rigid support between the side fastenings towards the bottom of the load compartment, there is necessarily more or less strong upward bending under pressure, which cannot be avoided due to the piece goods arranged thereon. In order to avoid such pressure loads that the part of the pallet below the guide profile is not pressed in with too strong compressive forces and therefore additional forces are required to move the pallet, a rotary support is provided below the guide profile and the part of the load compartment below or below the guide profile. In this case, corresponding rollers can be arranged on the underside of the guide profile or on the upper side of the bottom of the load compartment or both, so that large retaining forces are not applied to the transport platform during the pressure load. Furthermore, the slipperiness of the transport platform under load can be improved on the upper side of the guide profile by supporting the belts on the upper side of the guide profile on such rollers. It is essential that all support rollers should be arranged in the areas within the width of the guide profile where the belts run so as not to introduce additional traction on the textile material between the belts. In each case, the rollers in question do not have to receive support forces continuously, but can return to the support position after the corresponding permissible deflection of the guide profile.

According to claim 16, such support rollers on the bottom side * should in any case be arranged close to the pivoting edge 96406 13, i.e. relatively close thereto, because in addition to deflections due to weight load there is also maximum deflection towards the bottom of the load compartment due to torsional forces, especially at the beginning of unloading. the traction forces required to move must be turned at the turning edge. This produces the effect which is also present in self-reinforcing press fire guns, where increased traction produces a correspondingly increased compressive or tightening force. For this reason, above all, care should be taken to avoid compressing the transport platform due to its pressure load through the support rollers, even under very unfavorable loading conditions.

The concentration of traction forces on the belts further makes it possible, according to claim 17, to provide support rollers only in the region of the belts close to the pivot edge of the guide profile in order to support the belts in a rolling manner. This considerably reduces the friction of the material drawn under pressure around the pivot edge of the guide profile. In the areas between the belts, the textile material is more or less loosely against the rounded surface of the pivot edge, so that no significant frictional forces occur because the traction is centered in the area of the belts.

According to claim 18, the risk of contamination of the space below the transport base and the ingress of foreign objects is avoided by arranging a sealing device in the area of the pivot edge in close contact with the transport base, so that this edge area is also secured against the entry of foreign objects and dirt. The sealing device is preferably formed as a brush device which produces a corresponding self-cleaning effect as the transport base passes. With the help of the dirt collection tank arranged below the brush unit, the accumulated dirt can be easily removed at suitable intervals.

96406 14

According to claim 19, the rollers for turning the ends of the drive side of the belts are arranged on adjacent axes arranged at an angle to each other, the conveyor being curved, which can be connected to one another, for example by cardan joints. In this way, the rearward rotation of the belts can be achieved more easily when the driving forces are produced at the same time.

Other details, features and advantages of the invention will become apparent from the following description of embodiments with reference to the accompanying drawings.

In the drawings,

Figure 1 is a perspective view of the interior of the lower part of an airframe equipped with a device according to the invention,

Figure 2 shows the side fastening part of the guide profile mounting rail,

Fig. 3 shows a sectional view corresponding to Fig. 2 along the line III-III in Fig. 4,

Fig. 4 shows a sectional view along the line IV-IV in Fig. 3,

Figure 5 shows an image of the retaining plate alone of the arrow V in Figure 4 the direction I of Figure 6 shows a sectional view taken along the line 7 VI - VI of Figure 7 with respect to an enlarged scale,

Figure 7 shows a view from the direction of the arrow VII in Figure 6, wherein the sake of clarity, FIG partially cut-away 15 96 406

Fig. 8 is an enlarged sectional view taken along line VIII -Vili of Fig. 1;

Fig. 9 shows a modified embodiment of the invention in a manner similar to Fig. 8,

Fig. 10 is a section along the area of the loading rear wall according to the extension of the line Vili - Vili in Fig. 1.

Fig. 11 shows a detail of the circle XI in Fig. 10 enlarged, but without the transport base,

Figure 12 shows an image of an arrow XII of Figure 11 direction,

Fig. 13 is a schematic simplified sectional view of the lower part of the airframe at the height of the loading rear wall of the transport member,

Fig. 14 shows a detail of the circle XIV in Fig. 13,

Fig. 15 is an enlarged sectional view taken along line XV-XV in Fig. 13;

Fig. 16 shows a sectional view according to Fig. 13, as well as an area of the rear end of the loading space to illustrate use,

Fig. 17 is an enlarged sectional view taken along line XVII-XVII of Fig. 16;

. ; Fig. 18 shows a detail of the circle XVIII in Fig. 16

'· Enlarged

Fig. 19 is a longitudinal sectional view taken along line VI-VI of Fig. 7 of a modified embodiment of the invention, 16 96406

Fig. 20 is a view substantially corresponding to the lower part of Fig. 13 of another modified embodiment of the invention, and

Fig. 21 shows a detail of the circle XXI in Fig. 20 enlarged.

In the drawing, the number 1 denotes the fuselage of the aircraft, of which only the lower part is shown in Fig. 1, and which has a lower loading hatch on the side, through which the cargo space indicated by the number 3 is entered as a whole.

The cargo space 3, which in the exemplary case is intended for receiving the luggage of passengers of a smaller passenger aircraft, has a filling opening 5 after the working area 4 arranged in the loading hatch area 2, formed in the exemplary case and in the area of which an actuator 8 arranged in the housing 7 is arranged. The actuator 8 acts to produce a reciprocating movement of the conveying member 9, which moves the cargo delivered in the region of the filling opening 5 from the filling opening 5 in steps by stepping the opposite end 6. in such a way that it is possible to load the completely low and deep cargo space 3 from the work area 4 without the need for the operating personnel to leave the work area 4.

As can be seen in particular from the figures of Figures 1, 6 and 7, the conveyor has tensile belts 10 wound in the region of the drive 8 on coils 11, shown in more detail in Figures 16 and 17. The belts 10 are guided in another direction in the region of the filling opening 5 in a thin guide profile 13 , having only a very small height, for example 30 mm, just above the bottom 14 of cargo space 3. A guide profile rigidly attached to the side walls 15 of the load compartment 3, as will be shown later, ensures that the straps are flexibly pivoted in a narrow space at the leading edge 16 and thus determines the distance between the pivot 10 and the drive 8.

In this way, the belts 10 can be pulled back and forth by a corresponding drive of the rollers 11 through the pivoting edge 16 of the guide profile 13, so that a corresponding conveying movement is formed into and out of the cargo space 3.

In order for this carrier to guarantee the pick-up of cargo, such as luggage, the space between the straps 10 in the area where the cargo may be is covered by a carpeted transport base 18 which is made of a flexible textile material. To better illustrate this, the carpeted carrier 18 is sometimes shown in other representations as relatively thick on the straps 10, but it should be noted that in fact the carrier 18 may consist of a single layer of nylon fabric knitted together in the cover area with the straps 10 and thus barely carrying a load.

Figure 1 shows an intermediate position during loading or unloading, with arrow 19 showing the filling direction and arrow 20 showing the unloading direction. Transport substrate 18 fill direction 19 as seen from the front end 21 of the middle area of the guide profile control device 13, and eight intermediate transfer member 9 to the upper side, while the transfer base 18 filling viewed in the direction of the arrow 19. The rear end 22 of the transport member 9 to the lower side and the transport member moves further 19 in the loading direction of the arrow is moved from the bottom manually closer to the guide profile 13. In the full loading position, the rear end of the transport pallet 18 may be in the region of the pivot edge 16 of the guide profile 13, while the end 21 comes just in front of the drive 8 housing 7 so that the transport pallet 18 covers the entire usable depth of the load compartment 3. In the full unloading position, on the other hand, the end 21 is accessible from the working area 18 96406 4 behind the filling opening 5 and the rear end is spaced from the housing 7 of the drive 8 in front of it. This ensures that in any case the drive 8 only winds the belts 10, but never has to try to rewind the area of the transport area 18.

A loading rear wall 23 is arranged in the region of the end 21 of the transport platform 18, which delimits the currently used loading area on the transport platform 18 on the side opposite the filling opening 5. Thus, the load can be placed in layers against the loading back wall 23 without the risk of falling down towards the drive 8 from the transport platform 18. The loading back wall 23 is, as will be explained in more detail with reference to Figures 10-12, immediately attached to the straps 10 and thus pulled back and forth with the straps 10. . Associated with the loading back wall 23 is a bottom wall 24 attached to the straps 10 and side projection elements 25 formed as side sides. When, as in the example case, the transport pallet 18 is pulled over the bottom wall 24 up to the vertical loading back wall 23, it can pass through the side slots 26 between the bottom wall 24 and the side projections 25 to hold it in the area of the side walls 15 of the cargo space 3, as shown below; own attachment of the edges there to the bottom wall 24 or sideways | to the cantilever elements 25.

The structure of the transport element 9 described above in principle and in principle guarantees that the transport operations result in loss of life. only a minimal part of the useful space of the cargo space 3, and yet the cargo can be delivered from the working area 4 still in the area of the filling opening 5 to the transport member 9 and gradually transport the desired distance into the cargo space 3. Similarly, during unloading, a gradual forward synchronization of the conveying member 9 can take place in order to bring the pieces to be unloaded in each case tU, * 11! | | (sf 96406 19 optimally within the reach of the operating personnel. Since only the belts 10 have to be handled in the area of the drive 8, the curved structure of the bottom 14 of the cargo space 3 and thus the conveyor 9 does not present any difficulties as the torsion of the tensioned belts 10 at the turning edge 16 of the guide profile 13 curved structure, as seen in Fig. 1, without any difficulty in the transport base 18 covering the belts 10 without its own tension.

However, especially in the cargo space 3 of the aircraft, the local conditions cause several problems, especially in connection with the fastening of the guide profile 13, the side edges of the carpet 18 and the top control of the loading back wall 23, the solutions of which will be explained in detail later.

As can also be seen in detail in Fig. 13, each side wall 15 is provided with a profile rail 31, which (cf. Figs. 3 and 4) has a box profile 32 with an inlet slot 33, behind which the end 34 of the retaining bolt 35 can be connected. the method of operation will be explained in more detail later, it is customary in the side area of aircraft holds to attach so-called locks to desired points where the piece goods can be secured in position, if necessary, by attaching ropes. For this reason, the profile rail 31 provides an anchoring possibility with a high load capacity.

Figure 1 shows the arrangement of the guide profile 13 between the side walls 15 of the cargo space 3, the transport profile 13 not showing the transport platform 18. As can be seen diagrammatically from the division of the belts 10 in Figure 1, the belts 10 are arranged substantially symmetrically with respect to the longitudinal plane 49 of the conveyor 9. however, displaced outward as far as possible with respect to the longitudinal plane 49. Thus, the existing traction of the belts 10 minimizes the bending moment applied to the guide profile 13 by minimizing the lever arm. However, a very stable attachment of the guide profile 13 to the side walls 15 is required to properly receive the high tensile and bending moments.

As can also be seen from Figures 2 to 5, the guide profile 13 is in each case provided on each side with a retaining rail 50 with two spaced-apart retaining parts 51 by means of which the fastening to the profile rail 31 takes place. at a corresponding distance, for example more than 20 English inches, there is no interaction between the retaining parts 51, and each retaining part 51 can then lead to a profile of the full permissible force 31.

As will be seen in detail in Figure 2, each retaining portion 51 has a plurality, in the exemplary case three, of recesses 52, 53 and 54. While the central recess 53 has a circular shape, the outer recesses 52 and 54 are each provided with outwardly extending 55 and 56. As can be seen from the representation of Figures 3 and 4, the recesses 52, 53 and 54 are in line with the respective widenings 41 or passages 42 of the profile rail 31, so that when the retaining portion 51 is placed on the profile rail 31, the retaining bolt 35 ends 34 can pass through both the recesses 52 and 54. that the inlet gap 33 of the profile rail 31 through the widenings 41 or the corresponding passage areas 42. From this position, the retaining bolts 35 can be pushed laterally outwards so that the bolt ends 34 enter the retaining area 43 adjacent to the profile rail 31 and then the bolt arms 39 enter the area of the widening 55 or the like 56 where they can be received possibly loosely.

a iik-.t mϋ i i i g:. : 21 96406 In this position, a retaining plate 57 with spaced through passages 58 of the bolt arms 39 is placed on the retaining portion 51 such that the bolt arms 39 are secured in position as they pass through the passages 58 at a certain distance from each other according to the distances 55 and 56. can no longer return to the area of the passage areas 42 of the inlet slot 33. The retaining plate 57 further has a central pin 59 which passes substantially without clearance through the opening 53 of the retaining portion 51 and the inlet slot 42 of the profile rail 31 therethrough 42 when the retaining plate 57 is secured together with the retaining portion 51 by retaining nuts 60 to the retaining bolt 35. acts through a corresponding response on the inside of the box profile 32 for torque securing, so that no rotation of the bolt head 34 can occur when the retaining nut 60 is screwed. In this way, the substantially cavity-free fit of the pin 59 in the recess 53 and in the passage area 42 ensures the position of the retaining plate 57 and in particular the retaining part 51 in the longitudinal direction of the profile rail 31, while the retaining nuts 60 provide a retaining force in the profile rail 31 in this way. is securely attached to the profile rail 31 and thus the guide profile 13 is mounted against the tensile forces caused by the belts 1.

In a similar way, the filling-direction of the arrow 19 from the direction of the guide profile 13 in front provided with side retaining portions 62 of the ramp, as shown in Figure 1, 61 is mounted -profiilikiskoon 31. As so far in Figures 8 and 9, the ramp 61 acts as the rise of the chamfer 63 to form the guide profile 13 to the top side to protect the area of its pivot edge 16 from damage and to allow the load to be pushed onto the conveying member 9 in the area of the filling opening 5.

22 96406

As can be further seen from Figures 8 and 9, the ramp 61 is provided with a sealing device 64 or, in an alternative embodiment, a sealing device 65, respectively, which prevents dirt and foreign objects from penetrating the area below the guide profile 13.

In the exemplary case of Figure 8, the sealing device 64 is formed as a brush device 66 having a bearing portion 69 arranged in the recess 68 of the ramp by springs 67, which presses the brushes 70 against the turned transport base 18 at the pivot edge 16. In the embodiment according to Fig. 9, three rows of brushes 74a, 74b and 74c are mounted in the recess 73 of the ramp 61 in the bearing part 71 of the brush device 72, which may have different stiffness and thus selectively act against dirt and foreign objects. Arranged on the underside of the brush devices 66, or the like 72, is a dirt collection container 75 which receives the fine dirt passing through the brush device 66 or 72, respectively, and allows it to be easily removed.

A preferred embodiment of the area of the guide profile 13 is shown in more detail in Figures 6 and 7. Accordingly, the guide profile 13 has a main body 76.

Since the guide profile 13 is freely suspended between the side retaining rails 50 · and thus leaves the structural gap 83 in the bottom 14 of the load compartment 3 free to pass through the belts 10 and the transport platform 18, due to high tensile forces on the belts 10 the guide profile 13 Especially at the beginning of unloading, the belts 10 pull downwards around the pivot edge 16 so that the gap 83 can close and the belts 10 can be pressed with the transport base 18 between the base 14 and the underside of the main body 76, especially near its pivot edge 16, so that the movement can be adversely affected.

c 23 9640 6 To counteract this, in the region of the belts 10, on the pivot edge 16, pivot rollers 84 are arranged which are substantially in line with the contour of the pivot edge 16 or project only slightly above them. The pivot rollers 84, which are limited to the area of the belts 10, reduce the friction of the belts 10 as they pivot around the pivot edge 16 and thus the heeling or buckling moments applied to the guide profile.

Another protection against such jamming is provided by providing support rollers 85 on the lower side of the main body 76 of the guide profile 13 in the region of the belts 10, projecting slightly over the lower side of the main body 76. As the main body 76 of the guide profile 13 descends in the direction of the bottom 14 of the cargo space 3, it is thus supported by the support rollers 85 and thus the movement of the belts 10 is maintained. The friction of the bottom side can be further minimized by arranging support rollers 86 in the bottom 14 opposite the support rollers 85, in which case in the case shown the support rollers 85 are supported by belts 10 or a transport base 18, respectively, so that rolling friction occurs on both sides. At the beginning of unloading under very critical conditions, the front support roller 85 or 86 or roller pair 85/86 should be arranged as close as possible to the pivot edge 16 in order to keep the deflection of the front part of the main support rollers 85 or 86, respectively, under the desired forces.

The facilitation of the movement of the belts 10 also on the upper side of the main body 76 of the guide profile 13 can be provided by support rollers 8?, Which are arranged in the area of the belts on the upper side of the guide profile 13 and allow rolling friction therein. This will further facilitate the transport of heavy goods in particular.

As can be seen in Figure 1, the belts 10 or the transport platform 18 and the loads thereon, respectively, would come into contact with each other after the filling had begun, after which the rear end would gradually advance further in the area of the guide profile 13 and the mutual load would cease again. During the area of possible confrontation between the belts 10 or the transport base 18 and the goods on it, which extend approximately to the useful depth of the cargo space 3, increased wear due to mutual friction may occur, especially in the seams. To avoid this, as shown in Fig. 19, a sliding plate 96 is arranged after the rear edge 17 of the guide profile 13, which prevents the belts 10 and the transport base 18 from coming into contact with each other in this area. The sliding plate 96, which could be a sheet metal, but which, in order to save weight in aircraft, is preferably made of plastic, provides a low-wear sliding friction between the belts 10 and the transport base 18. Very good sliding properties are obtained when the surface of the sliding plate 96 is Teflon or some other slippery plastic, but possibly made entirely of Teflon, it should be noted that in the illustration of Figure 19, and in particular in detail, the conveyor 18 and belts 10 are shown as rigid elements. , but in practice the transport platform is, of course, in the area between the belts 10 tightly under load pressure against the sliding plate 96, and in the exemplary case the lower belts 10 are pressed off the sliding plate 96.

Of course, the sliding plate 96 can be guided to a greater length than the side of the cargo space 3 at the effective depth. As can be seen from Fig. 19, the sliding plate 96 can be formed as part of the guide profile 13 and immediately support the pivot edge 16 of the guide profile 13 in addition to e.g. the housing 7 of the drive device 8. When such support of the guide profile 13 is desired with the sliding plate 96 being shorter, lateral pressure-stable anchoring of the sliding plate 96 to the profile rails 31 can take place, as already described above in principle in connection with the guide profile 13. This provides an additional stiffening of the profile 13 of the guide project 96406 25 and, if necessary, the separation of the upper and lower belts 10 and the transport base 18 over the entire depth of the cargo space 3. If necessary, support rollers 97 can be arranged on the upper side and / or lower side of the sliding plate '96 or the like - as shown in connection with Figs. It is essential in this connection that all the support rollers 85, 86, 87 and 97 have to be arranged only in the area of the belts 10, since by concentrating the forces exclusively on the belts 10, the corresponding support is only of particular importance here.

The lateral anchoring of the sliding plate 96 can also act to support the sliding plate hangingly like the guide profile 13, so that it hangs freely without load and preferably also with maximum nominal load, but without additional centrifugal forces, between the side fastening areas and allows unobstructed passage of belts 10 and transport base 18.

Such a structure is seen in Fig. 20, which schematically shows a simplified sectional view of the central area of the cargo space 3 in front of the loading rear wall 23, but behind the guide profile 13. The sliding plate 143 is then stretched over the base 14 of the airframe 1, which is suspended on the side profile strips 31a and leaves a gap 144 across the entire width of the base 14. The sliding plate 143 thus closes its bottom side along the entire length of the cargo space 3 and is covered as shown in Fig. 20. - and on its underside on the transport base 18 or on the belts 10, respectively. In this way, the belts 10 and the transport base 18 can move freely in the slot 144 without this movement being impeded by mutual confrontation, entrapment or the like. To this end, the sliding plate 143 must be able to receive corresponding tensile forces, which is possible with a low weight and a low construction height of 96406 26 with a suitable mixed light structure, e.g. a layer structure or especially a cell structure, as will be explained in more detail later. The arrangement is then preferably carried out in such a way that, at the maximum nominal load on, the elongation of the sliding plate 143 takes place in the worst case, so that the gap 144 is never completely closed, so that there is always a free gap 144 during loading and unloading.

However, there may be flight situations in which considerable centrifugal forces act in the direction of the base 14 and multiply the weight of the piece goods on the slide plate 143. In such deformations of the sliding plate 143, in order to avoid damage to them, the gap 144 is selected especially in the central area of the cargo space 3 so that under excessive load, e.g. 1.5 times the maximum nominal load, the sliding plate 143 is deformed by bottom side supports, e.g.

However, compared to the order of the non-load-bearing sliding plate, the load-bearing Liu plate 143 of course constitutes an additional weight load. To compensate for this, the surface side structure, i.e. the part of the conventional base 14 coating, can be removed in the cargo area 3, leaving only a schematic bottom side support structure * 145, in which case there could be two vertical supports 146 on each side of the aircraft longitudinal centerline. provided in the region are exclusively two laterally tensioned support rails 147, which are supported on their lower side by supports 146 and in turn act as supports for the sliding plate 143 in excessive deformation. In this way, the deformations of the sliding plate 143 are limited in unusual flight situations.

In order to minimize material deformations of the sliding plate 143 despite providing a sufficient height of the gap 144, this is supported by laterally rigid springs 148, as shown in Fig. 21. To this end, a retaining structure is provided on the profile rail 31a, which was explained in more detail. already in connection with e.g. Figures 2-51 and which supports retaining bolts with an external thread 149. The side edges of the sliding plate 143 have a thickening 143a with through-openings 150 for the retaining bolts 149 and locally recesses 151 for arranging locknut 152 and springs 148 formed by example The vertical support of the edges of the sliding plate 143 takes place in the region of the thickening 143a on the support rail 153 of the profile strip 31a. Figure 21 shows the fully loaded state of the sliding plate 143 with the springs 148 fully compressed and the thickening 143a spaced apart from its outer counter bearing. 152 by the force 148 in the rest position by means of the springs 148. In this way, a resilient distance x is available on both sides to allow the sliding plate 143 to be resilient under unusual loads and thus to avoid deformation of its material. As shown in Fig. 21, the sliding plate 143 in the exemplary case consists of vertical cell walls 154, which may form, for example, contiguous hexagons and are closed on both sides by cover plates 155 and 156, on which the transport base 18 slides.

As can also be seen in Fig. 21, a simple side securing of the position of the edges of the transport base 18 can be obtained. To this end, the side edges of the transport base 18 have retaining elements 157, for example in the form of riveted projecting plastic buttons, which are supported in the unloaded state of the transport base 18 by their material rigidity in their lateral position. However, as soon as the forces possibly caused by the piece goods begin to act, and tend to pull the retaining elements 157 in the direction of the centerline of the aircraft, these engage the retaining edge 158 of the retaining rail 159 and thus are prevented from moving further inward.

28 964C6 In this way, there is no friction in normal operation due to the retention of the side edges of the transport base 18, but nevertheless appropriate lateral position protection is obtained against the constricting forces on the piece goods as they compress the retaining elements 157 over the retaining elements 157.

In general, it is sufficient for the retaining rail 159 to be arranged on the upper side of the sliding plate 143, in which case it can be mounted on the thickening 143a, for example screwed at 160 and thus fastened only indirectly against the profile rail 31a. On the underside, the rigidity of the material of the transport base 18 is sufficient to position the side edges, whereby the retaining elements 157 running on the underside come in the immediate vicinity of the thickening 143a in the slot 144 and are thus protected from compressive forces during deformation of the sliding plate 143. Of course, such a mechanical restraining structure for the side edges of the transport platform 18 can be used correspondingly, if necessary, in other embodiments shown.

Figures 10 to 12 show in more detail a first embodiment of the arrangement and bearing of the loading rear wall 23. As already explained, the arrangement has, in addition to the vertical loading back wall 23, a bottom wall 24 attached thereto and lateral side support elements 25, a gap 26 being provided on each side between them and the bottom wall 24 for passage of the transport base 18 on the bottom wall 24.

; . The additional control of the loading rear wall 23 in its vertical position is provided by a pair of spaced apart support rollers 27 and 28 which engage the passageways 98 and 99 of the guide rail 29 and ensure the vertical position of the loading rear wall 23. In this case, the rollers 27 and 28 are rotatably mounted around shaft shafts fixed to the bracket on the outside of the cantilever elements 25 so that the support rollers 27 and 28 load the guide rail 29 from the top and bottom.

As seen in detail in Figures 10-12, the belts 10 pass through the bottom wall 24 of the loading back wall arrangement 23, but are connected through the front and rear traction loop 103 to the bottom wall 24. Alternatively, the belts 10 may of course pass the traction loops 103 so that the bottom wall 24 is connected to the straps. . However, this would require a corresponding reinforcement to fasten the straps 10 to the bottom wall 23 to transmit high tensile forces, and in addition it should also be ensured that no stretches occur in the area of these fastenings which would again partially destroy the inelastic property of the straps. The straps 10 are composed of aramid fibers, e.g., Du Pont Kevlar material, and are characterized by low elongation that could be partially eliminated at the joints if no special precautions are taken.

Due to the chosen arrangement, the loading back wall 23 does not affect the behavior of the belts 10 in any way, but this is taken up exclusively by the belts 10, whereby lower forces may also occur in the region of the towing loops 103 than when it is connected to the towing joint. As can be seen in particular from Figures 11 and 12, the draw loops 103 are connected by seams 104 to the straps 10 and closed by seams 105 to form a loop. The loop engages over a retaining strip 106 connected to the bottom wall 24, for example by side screws 107. While only the straps 10 appear on the side away from the loading back wall 5 of the loading back wall 23, the textile material 24 in front of the loading back wall 23 and the drawstrings is fixed at 108 (cf. Fig. 10) in a suitable manner near the rear wall 23 to the bottom wall 24.

30 96406 In this way, a largely uniform and undisturbed loading surface is formed in the filling direction in front of the loading rear wall 23.

In the embodiment according to Fig. 10, it is shown that the backing wall 23 is formed as such as a self-supporting e.g. solid sheet metal or also as a frame structure, which results in a certain weight load of the transport member 9, which is not desired in aircraft. This weight load can be reduced by the embodiment of the loading back wall 23a according to Figs. 13-15. Accordingly, the bottom wall 24 is provided on both sides with joints 109 to which the cantilever elements 25a are articulated. As can be seen in particular from Fig. 15, the cantilever elements 25a are formed only at the height of the guide rail 29 on the support rollers 27 and 28 laterally to allow the desired support at a suitable distance in the depth of the load compartment 3, and above this support are only formed as retaining rods 111. tensioned between the bottom wall 24 and the cantilever elements 25a or similar retaining rods 110. For example, the textile cover 111 may be of the same nylon fabric as the carrier 18. To provide resistance to deflection and rigid tension, the textile cover 111 is reinforced with straps 112 running between the protrusion elements 25a and closing the upper edge of the textile cover 111, which could swell very easily.

As can be seen in particular from Fig. 14, the retaining bars 110 are tensioned laterally against the side walls 15 of the cargo space 3 to bring the straps 112 passing between them to the desired tension. For this purpose, a further guide rail 29a is arranged in the upper area of the side walls 15 of the cargo space 3, which can be mounted, if necessary, in a manner not shown in more detail on the profile rails 31 there, which also conventionally exist in this area of the cargo space 3.

> * 31 96406

The tension rollers 115 and 116 engage the guide grooves 113 and 114 of the guide rail 29a, which, however, are unlike the support rollers 27 and 28 on a straight axis on a surface remote from the side wall 15 of the guide grooves 113 and 114 and parallel to the side wall 15. to the carriage 117. The bases 118 of the carriage 117 engage the arms of the clamping screws 119 which engage through the retaining rod 110. In this way, a tensioning device 120 is provided as a whole, by which the desired force can be applied to the belt 112 attached to the retaining rod 110 in the corresponding screwing position of the tensioning screws 119 in the base plate 118 of the carriage 117.

As shown in Fig. 15, in the exemplary case, a corresponding carriage 117 is further arranged on the guide rail 29 in the drawing to tighten the lower belt 112 accordingly, but this is not necessary in all cases because tightening the upper guide rail 29a produces tightening forces around the joints 109.

Instead of the trough-like bottom wall 24, which causes a weight load and must be secured via a guide rail 29 against rollers 27 and 28, e.g. against the tilting force caused by the load-bearing back wall 23 or 23a, respectively, it is also possible to work with a substantially two-dimensional structure. Fig. 15 shows the structure shown in front of the retaining rod 110 in connection with the bottom wall 24. This also has the advantage that the loading rear wall 23 or 23a does not need any precise parallel guidance, but can also take a slightly inclined position with respect to the transverse plane of the aircraft, depending on the loads or traction forces present in each case from the belts 10. Backward tilting of the loading rear wall 23 or 23a from the weight of the piece of goods against it can also be avoided in this case by arranging lever supports on the bottom side on the rear side of the loading rear wall 23 or 23a opposite the bottom wall 24 96406 32 via corresponding lever-forming projections. Such a structure is particularly suitable in connection with the through-sliding plate according to Figures 19 to 21, since the support edges are on the rear side of the loading back wall 23 or 23a then in the area between the belts 10 immediately above the sliding plate 96 or 143 and can support the loading back wall 23 or 23a from tilting. The counter-force generating the mounting moment against the tilt is the tightening force of the belts 10, which is supported when the heeling moments caused by the piece goods against them occur substantially with the weight of this piece piece. Minor tilting movements within the clearance of the rollers 115, 116 on the guide rails 29 and 29a are not dangerous.

Fig. 16 shows a possibility of using the moving member 9 through the rollers 11 opposite the filling opening 5 at each belt 10.

In the embodiment according to Fig. 16, parallel horizontal shafts 121 and laterally associated inclined shafts 122 are provided in each case via a support bearing 123 relative to the bottom 14 of the load compartment 3 supported in a housing 7. Between the shafts 121 and 122 in each case universal bearings 124 are provided. forcibly to achieve synchronous rotation. All shafts 121 and 122 are driven by an electric motor and gearbox, not shown in more detail, which drives shafts 121 or 122 which drive rollers 11. Compression springs 125 are arranged in the housing 7 above the rollers 11, which securely hold the belts 10 by the rotating parts of the rollers 11.

As can be seen in Fig. 16, the belts 10 are guided from the rollers 11 by a small mutual vertical distance so that they, as shown in Fig. 1, can enter through the corresponding openings in the front wall of the housing 7 immediately in the loading surface area 3.

The arrangement of the rollers 11 for winding and unwinding the belt 10 on separate parallel shafts 121 and 122 in each case makes it possible to use the front rollers 12 of the belts 10 and the rear rollers 11 of the belts 10 separately if necessary to bring the belt material into the loading surface of the load compartment 3. In this way, it is possible to raise the transport platform 18 and the belts 10, the cargo space 3 being, of course, empty, somewhat, and to inspect the areas below simply and quickly. In use, however, forced synchronous movement can be ensured without problems.

As shown in Fig. 18, the rollers 11 are formed on the shafts 121 and 122 so that the shaft of the shaft 121 or 122 itself acts as a winding core of the rollers and the formation of the spool or guide of the belt 10 is ensured on the side sides 129 by the shafts 121 and 122. support bearings 123 and a connection to the shaft 121 via a universal joint 124.

Fig. 17 is an enlarged detail of the embodiment of Fig. 16. As can be seen, the housing 7 has a cover 130 pivotable around the hinge 132, on the inner side of which compression springs 125 are attached for the pressure load of the turns 133 on the rollers 11 of the belts 10. The compression springs 125 are then formed of simple plastic elastic buckles. When the cover of the housing 130 is opened, the upper side of the revolution «133 is thus freely accessible.

Instead of the bracket-like compression springs 125 shown, the retaining element may also be formed in a non-more detailed manner in the form of a block with a support rounding which is pressed against the turns 133. In the present case, where the endless belt 10, e.g. in the form of a toothed belt or the like, is guided over the gear, such a pressing block can completely eliminate the risk of the belt 10 in the form of a toothed belt or the like slipping out of its form-closed engagement.

The belts 10 exit the housing 7 from the passageways 131 at a given height position. In this case, the belts 10 are guided by means of detents 126 already shown, which are in the form of guide rollers and which ensure the aligned position of the belts 10 with respect to the respective passage gap 131 in each case.

When the belts 10 are endless belts and are turned towards the belt 10 via a single roller 11 which does not wind any belt 10, care must be taken only to ensure that the forces can be transferred from the rollers 11 to the belt 10 in question as smoothly as possible. In this case, in addition to the friction-increasing surface of the roller 11 rotating with the shaft 127, which consists of e.g. rubber or the like, a belt-closed structure of the belts 10 is arranged in a manner not shown in more detail, e.g. as a toothed belt or gripping recesses to which the roller 11 gripping elements can engage. In the part of the belts 10 passing between the rollers 11 and the retainers 126, the tensioning device can, if necessary, take care of maintaining the minimum tension of the belt 10 in question, while the actual operation can then take place as shown in connection with FIG. A special structure suitable for the form-fitting use of the belts in the form of toothed belts, perforated belts or the like can be provided to form a genuinely through-going traction element over its entire length, but is only functionally required in the region of the belts 10 in reciprocating motion. For this reason, a different, possibly flatter structure of the belts 10 can be selected in the area of the transport platform 18, if necessary, than in the actual area of use. Such a multi-part structure of the endlessly rotating belt 10 must also be understood as a functionally endless belt. As in all the embodiments described so far, the drive is expediently designed so that the drive is locked when the drive motor is stopped, so that the loading rear wall 23 is locked either directly by the actuators arranged therein or via the straps 10 in the respective position against movement.

With the sliding plate 96 extending this, the guide profile 13 is the only shape-stable part arranged above the bottom 14 of the cargo space 3 in the area of the filling opening 5. Since the guide profile 13 allows the belts 10 and the transport platform 18 to pass between its underside and the bottom 14 of the load compartment 3 in the gap 83, it bends under the action of the guide profile 13, reducing the gap 83 slightly, especially when the support rollers 85 and 86 are absent or hold a corresponding mutual distance that allows such movement. For this reason, the stress state in the guide profile 13 between the retaining rails 50 is an indication of the load on the conveying member 9 when the conveying member is in place, so that the guide profile 13 can act as an automatic horizontal load in a certain sense. For this purpose, at least one strain gauge element can be arranged on the tensile-loaded surface under the weight load of the upper side of the guide profile 13. Of course, the strain gauge element is expediently arranged so as not to be subjected to point point loads or other abrasive or damaging forces, i.e. arranged, for example, embedded in the outer or inner surface of the guide profile 13. It is also possible to provide several strain gauge elements, e.g. in the form of strain gauges, and to determine the weight indication via a suitable interpreting device. If the weight is too high, the indicator lamp can be switched on by simple electronics or the drive of the transport element 9 can also be switched off. In this way, overloading of the base 14 can be avoided with certainty, so that only local overloads can be determined in the same way by arranging several sensors and interpreting them individually, if necessary.

In any case, the profile rails 31 can function in those parts which do not act to fasten the ramp 61, the guide profile 13, the sliding plate 96 or the guide rail 29, for their actual purpose, namely to stow the load. It is clear that in the special case where the load may no longer be moved on the pallet 18 after stacking, it must be ensured that the drive of the transport member 9 is not actuated when the goods are secured.

As the above description shows, many variations and modifications of the invention are possible without departing from the scope of the invention. In any case, it is essential that the conveying member 9 flatly covers the bottom 14 of the cargo space 3 and does not cause a significant reduction in the cargo volume due to the low construction height. It is further essential that the transport element 9 can be moved in stages as required and thus it can carry out its transport operation on a case-by-case basis in accordance with the circumstances in question. Furthermore, it is very important that by concentrating all the traction forces on the spaced individual belts 10, the curved bottom 14 of the cargo space 3 can also be covered completely without problems on the one hand by arranging the shafts 121 and 122 respectively and on the other hand forming the guide profile 13 unevenly. to an arbitrary base shape. By using profile rails 31 regularly arranged to fasten the cargo to the cargo holds of aircraft, which can receive high forces, to transport all parts of the conveyor 9 if necessary in the loading surface area of the cargo space 3, additional fastening measures are eliminated, especially in the aircraft industry.

Claims (19)

38 96406 A device for loading a cargo space (3), in particular an aircraft cargo space (3), with at least one of the cargo space (2) from the filling opening (5) in the direction of its opposite end (6) and back by a motor-movable conveying member (9) planarly covering the bottom (14) of the cargo space (3) and in the region of the filling opening (5) the piece goods delivered to the conveying member (9) can be transported away from the filling opening (5) to the cargo space (3) and unloaded again in the direction of the loading opening (5) spaced-apart tensile tension elements (belts 10) held at the end (6) opposite the filling opening (5) of the cargo space (3) by rollers (11) having a carpet of flexible textile material at least a portion corresponding to the depth of the cargo space (3), and which is pivoted in a plurality of rotating pivot rollers arranged in the region of the filling opening (5) (84), characterized in that - the swivel rollers (84) are fastened to a guide profile (13) arranged between the upper and lower part of the transport member: (9), - the motor drive (8) of the transport member (9) is arranged in the cargo space (3) (5) in the region of the opposite end (6), and the »- guide profile (13) is supported on its side opposite the turning rollers (84) at one end by a sliding plate (96) supported against the drive (8); 143) against the tensile stress of the transport member (9). Il I:. Btlt Mil 111 «i! 39 96406 Device according to Claim 1, characterized in that the belts (10) are in any case functionally endless belts which are pivoted via rollers (11) at the end (6) opposite the filling opening (5) of the cargo space (3). Device according to Claim 2, characterized in that the belts (10) are formed in the form of closed-loops for transfer operation, for example provided with drive recesses or formed as toothed belts. Device according to one of Claims 1 to 3, characterized in that a loading wall (23) forming part of the transport element (9) is arranged on the belts (10) in the filling direction (arrow 19) of the transport base (18) in the region of the rear end. Device according to Claim 4, characterized in that the loading rear wall (23; 23a) is secured against tilting by laterally projecting elements (25, 25a) with support elements (support rollers 27, 28) spaced apart in the transfer direction (arrows 19, 20). which run on guide rails (29) in the side walls (15) of the cargo space (3) and / or are supported on them on the bottom side. Device according to one of Claims 1 to 5, characterized in that the sliding plate (96; 143) connected to the rear edge (17) of the guide profile (13) has a surface with good sliding properties, for example of a sliding plastic such as carbon tetrafluoride (Teflon). at least half the depth of the cargo space, especially to the full depth. Device according to Claim 6, characterized in that the sliding plate (96; 143) supports the guide profile (13) on the side immediately opposite the pivot edge (16). 40 9 6 4 0 6 Device according to Claim 6 or 7, characterized in that the sliding plate (96; 143) is fastened to the aircraft-side profile rails (31; 31a) in the side walls (15) of the cargo space (3). Device according to Claim 8, characterized in that the sliding plate (143) is supported suspended above the bottom side support structure (145) of the cargo space (3) and forms a bottom side closure. Device according to Claim 9, characterized in that the sliding plate (143) is laterally fastened via springs (148), the rigidity of which is selected in particular so that at maximum nominal load on the transport platform (18) the sliding plate (143) does not lower the bottom support structure (3). 145) on. Device according to Claim 9 or 10, characterized in that longitudinal support rails (147) are arranged in the central bottom area of the load compartment (3), which form fixed supports for the sliding plate (143) when the sliding plate (143) lowers too far. Device according to one of Claims 6 to 11, characterized in that the sliding plate (143) is a bending-rigid mixed lightweight structure, such as a cellular or layered structure. Device according to one of Claims 6 to 12, characterized in that the side edges of the transport base (18) are secured by a mechanical retaining structure against undesired lateral compressive movement and in that the retaining structure is arranged on the upper side of the sliding plate (143). Device according to Claim 13, characterized in that the retaining structure has a retaining rail (159) with a retaining edge (158) which engages over the projecting retaining elements (157) arranged on the upper side of the transport base (18) 41 96406, in particular with a clearance. Device according to one of Claims 1 to 14, characterized in that support rollers (85, 86, 87, 97) are arranged in the region of the belts (10) at least in the central region of the guide profile (13) between the side walls (15) of the cargo space (3). to the bottom (14) and / or to the underside and / or the top side of the guide profile (13) and / or to the associated sliding plate (96). Device according to Claim 15, characterized in that the support rollers (85, 86) on the bottom side are arranged close to the pivot edge (16) of the guide profile (13). Device according to one of Claims 1 to 16, characterized in that the pivot rollers (84) are mounted in the region of the belts (10) on the pivot edge (16) of the guide profile (13) and project possibly slightly beyond the contour of the pivot edge (16). Device according to one of Claims 1 to 17, characterized in that a sealing device (64; 65) is arranged on the side opposite the pivot edge (16) of the guide profile (13) of the transport base (18) just close to or in contact with the transport base (18), the sealing device (64; 65) is preferably formed as a brush device (66; 72), below which a dirt collection container (75) is suitably arranged. Device according to one of Claims 1 to 18, characterized in that the rollers (11) for turning the ends of the drive side of the belts (10) are fastened when the bottom (14) of the load compartment (3) or the transport base (18) is curved for adjacent for inclined shafts (121, 122). 96406 42